Internal-combustion engine



Aug. 17k, 1926.

INTERNAL COMBUSTION ENGINE Filed May 27, 1925 uma ' integrally therewith.

Patented Aug. 17, 1926.

EARL

LGVJ'E, OF ENGLEFELD, SASKATCHEWAN, CANADA.

INTERNAL-COMUSTON ENGNE.

Application filed May 27,

The invention relates to improvements in internal combustion engines vand an obiect of the invention is to provide an engine which will develop considerable power with a minimum of fuel and wherein a firing charge is compressed in a separate working chamber coincident with the compression ofa charge of air in an adjacent working chamber and wherein coincident with the firinov of the firing charge, a connection is established between the two working chambers to permit of the simultaneous out movement of the two pistons inthe two working cham bers under the force of the explosion occuring in the one chamber. Y

lVith the above more important and other minor objects in view which will become more apparent as the description proceeds, the invention consists essentially in the arrangement and construction of parts hereinafter more particularly described, reference being had to the accompanying drawing in which: Y f

Fig. 1 is a side View of the engine.

Fig. 2 is avertical longitudinal sectional view centrally through the engine. l'

Fig.I 3y is a horizontal sectional view through the engine, the section. passing through the exhaust ports thereof.

Fig; 4L is an venlarged detailed vertical sectional view at 4 4 Figure '3. y

vInthe drawing Ylike characters of reference indicate corresponding parts in the several gures. Y

The base 1, ofthe engine is subsequently rectangular and carries a horizontally` disposed open ended cylinder 2, suitably water jacketed as indicated at 3, the water entering the jacket from a water reservoir 4, located above the engine and herein shown as cast The cylinder 2 is centrally divided by a head or cross partition 5 which divides the cylinder into two workl ing chambers indicated atj6 and 7. Similar A -ends ofthe cylinder.

pistonsS and 9 are slidably mounted in the One end of the engine base-1 isprovided with opposing. pedestals 10 andll which' support rotatably a crank shaft 12, which is provided with a central crank 13 and two side cranks lil-and 15, the crank 13being positioned iSO-degrees from the cranks 14 and 15, and a connecting rod 1 6 connects the crank 13 with the piston 3 in the usual manner. The piston 9 is provided .with ka tending stem 32 suitably 1925, Serial No. 33,234,'and in Canada January'B, 1925.

horizontally extending` rod 17, the outer end of which is slidably carried in a bearing 18 locatedat the upperl end of a bracket 19 secured to the engine base. A cross rod 2O is secured to the rod 17 and the ends of the cross rod is connected byA connecting rods 2l and 22 to the cranks 1/1 and 15. Obvious ly, according to the `above arrangement, the pistons will be simultaneously reciprocated in opposite directions vin the turning of the crank shaft. The ends of the crank shaft are provided with iy wheels 23 and 24. A magneto Q5 of any approved type is mounted on the upper end of the pedestal l1 and a cam shaftk 26 is located above thecrankshaft and has one end suitably mounted onthe upper end of the pedestal 10 and the other passing through the magneto, A twovto one ratio is provided between the crank shaft and the cam shaft, the camshaft being fitted with a gear wheel 27 and the crank shaft with an intermeshing pinion 28,. A bypass 29 connects the inner ends of the working chambers, the bypass being formed in the cylinder wall and spanning the partition 5. A valve seat 30 is formed in the bypass and a valve 31 normally engages the seat, the valve being provided` with an outwardly exguided in a closure enclosing the rear side 0f the bycoil spring 34 holds the said valve 35 is secured to the cam shaft and this cam is designed topositively open thevalve 31 and hold it open for a predetermined period of time. The cam controls a sliding` rod 36, suitably c arried by a bracket 37 and the inner end ofV the rod 36 is-connected pivotally to a further rod 38 which is connected to a pivotal bell crank 39 which latter is pivotallyattached to the outer end of jthe valve stem The cam and valve connections are so arranged that the valve is opened coincident with the tiring of the charge in the working chamber 6 and the charge is fired by a sparkplug 4Q connected electricallyby a wire l1l in the plate 33, pass. A normally closed. A cam usual manner to the magneto. VOne side of f the magneto and one side 'of the spark plug is grounded in the usual manner. Y

At the side ofthe cylinder remote from the bypass, l locate an inlet port 31 for Yair and an inlet portriQ for the firing mixture,

the port @opening to the chamber 6 andY thatll yto lthe chamber 7. A carburetor t3 of any approved design isconnected by means of a feed pipe 4A with the port 42 and a spring pressed inlet valve is introduced, this valve opening to admit the charge to the cylinder 6 on the suction stroke otl the piston 8 and closing to retain the charge on the compression stroke of the said piston. A similar valve is introduced in the air inlet port Bl'but the details of it are not herein shown as it is the same as the latter' valve and opens to admit air to the chamber 7 on the suction stroke of the piston 9 and closes on the compression stroke thereof. Directly above the ports 5l and 42, I locate an exhaust port 46 from the chamber G and an exhaust port Ll-'l'ffrom the chamber 7' and normally closed spring pressed valves 48 and i9 close these ports, thesaid valves being provided with similar stems 50 which pass s-lidably throug'h a suitable closure plate 5l provided. The cam shaft is fitted with a iurther cam similar to that 35 and the said cam 52 engages a sliding rod 53, suitably carried by the bracket 37 and connected to a connecting rod 54 which is pivotally attached to a pivotally mounted bell crank 55. One of the arms oi the bell crank engages the outer ends of the valve stems 50 and the cam 52 and partsv operating thereby are so arranged that the valves Li8 and L9 are simultaneously opened to exhaust the spent charges from the working chambers.

The ily wheel 23 is provided' with a governor which is adapted to control a valve 56 in the intake pipe 411, the valve closing as the speed increases and opening on a reduction or' speed. rIhe governor comprises two similar diametrically opposing weights 57 'and 5S, the vweights being carried by the horizontal arms of bell cranks 59 and 60, the vertical arms of which turn inwardly towards the crank shalt and are received between a pair of outstanding flanges 6l and G2 carried by a sleeve 63 slidably mounted on the crank shaft. Rods 64 and 65 slidably connect the weights and springs 66 are mounted on the rods to resist the out movement of the weights under the action of centrifugal force.

The engine base carries a pair of bearings G7 and 68 which support rotatably a rod G9, one end of which is fitted with a crank 70, received between the iiange 62 and a urtheriiange 7l on the sleeve. The other end vof the rod is supplied with a further crank 72 which is connected by an operating bar 73 to the lever 7% of the" valve 56. The arrangement of the latter parts is such that the governor will close the valve 56 when the speed becomes excessive and open the same when the speed reduces abnormally.

In order to better understand my invention, I will'now describe the .mannerl in which it. works assuming that the pistons are initially in, that is, in a location adjacent the head 5. On the initial simultanecus out-strokes of the pistons, a charge of tiring mixture is drawn into the working chamber 6 and an initial charge or' air is drawn into the vworking chamber .7, these charges entering under the suction of the pistons through the ports Ll2 and 3l. The valve 3l is at this time closed. On the subsequent inst-roke or' the pistons, the 4valves in the ports 3l and 42 automatically close and the valve 31 is held closed by the pressure in the chambers. The tiring mixture in the chamber 6 and the air in the chamber '7 are accordingly simultaneously compressed. As the pistons v approach their innermost positions, the charge in the chamber 6 is ired by the spark plug and-coincident with the hring of the charge, the -two chambers are connected by the opening of the valve 3l through the action of the cam 35. 'lhe exploded charge in the chamber 6 accordingly is tree to pass through the bypass into the chamber 7 and it accordingly acts sin'iultaneously on both pistons to force them out on the working stroke of the engine. During the subsequent instroke of the engine, the cam 52 operatesl to simultaneously open the valves in the ports 46 and 47 to permit oi simultaneous exhaust from the chambers 6 and 7. In the subsequent outstroke of the pistons, a further charge vof firing mixture is drawn into the chamber 6 and air is drawn into the chamber Tand thereafter the cycle is continued in they manner hereinbefore described as long as the engine is running. I q

'What I claim as my invention is:

-l. In an internal combustion engine, a divided cylinder providing two separate working chambers, pistons slidably mounted in the working chambers and simultaneously reciprocated in opposite directions, means for admitting a tiring charge to one of said working chambers and an air charge to the other of said working chambers on the suction strokes 01c the pistons, said charges being simultaneously compressed on the compression stroke of the pistons, means for firing the compressed liring charge and means for connecting the chambers coincident withthe tiring of the charge. Y

2. In an internal combustion engine, the

combination with acentrally dividedcylinderproviding two working chambers and pistons slidably mounted in said chambers and simultaneously reciprocated in opposite directions therein, of means for admitting a firing charge to one of the chambers and a charge of air to the other of the chambers during the suction strokes of the pistons, said charges being simultaneously compressed on the compression strokes-of the pistons, means for tiring the compressed iring charge and means for connecting the chambers coincident With the tiring of the latter charge.

3, In an internal combustion engine, vthe combination With a centrally divided cylinder providing two Working chambers and pistons slidably mounted in said cha mbers and simultaneously reciprocated in opposite directions therein, of means for admitting a firing charge to one of the chambers and a charge of air to the other ofl the chambers during the suction strokes of the pistons, said charges being simultaneously compressed on the compression strokes of the pistons, mean for ringthe compressed firing charge, a bypass connecting the inner ends of the Working chambers, `a normally closed valve in the bypass controlling the bypass and means for opening the valve coincident With the firing of the compressed firing charge.

4. In an internal combustion engine, the combination With a centrally divided cylinder providing tvvo Working chambers and pistons slidably mounted in said chambers and simultaneously'reciprocated in opposite directions therein, of means for admitting a firing charge to one of the chambers and a charge of air to the other of the chambers during the suction strokes of the pistons, said charges being simultaneously compressed on the compression strokes of the coincident vvith the firing of the compressed iiring charge.

5. In an internal combustion engine, a cylinder divided centrally by a cross partition providing two adjacent Working cham-v bers, pistons slidably mounted in the chambers, means for simultaneously reciprocating the pistons in opposite directions, means for admitting a charge of tiring mixture to one of the Working chambers in the outgoing suction stroke of one of the pistons and for admitting a charge of air to the other of the chambers inthe outgoing suction stroke of the other of the pistons, said charges being subsequently compressed on the ingoing strokes of the pistons, a bypass connecting the Working chambers and spanning the partition, a normally closed valve inserted in the bypass, means for firing the compressed tiring charge and means for automatically opening the valve to connect the chambers coincident with the firing of said latter charge.

Signed at Englefeld, Saskatchewan, this 16th day of May, 1925.

EARL LOWE. 

